Steering gear



Jam 17, 1950 J. H. BOOTH 2,494,738

ITEERING GEAR Filed March 26, 1947 i 6 Sheets-Sheet l f/HMES 5007/! AlN/7 J. H. BOOTH Jan. 17, 1950 STEERING GEAR 6 Sheets-Sheet 2 Filed March 26 1947 MHA/15s f/ 5007.71 lg @www En; a

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Jan. 17, 1950 J. H. BooTH 2,494,738

STEERING GEAR Filed March 26, 1947 6 Sheets-Sheet 5 252 en Yar- Jan. 17, J. H. BOOTH STEERING GEAR Filed March 26, 1947 6 Sheets-Sheet 4 6 44 39d 40 52a r ,Z 50c 39 i @me I:"5 /od l.; /Z- Eg I3.

J M 90 QZ QZ ZZTZEZYZDF Jan. 17, 1950 J. H. BOOTH 2,494,738

STEERING GEAR Filed March 26, 1947 6 Sheets-Sheet 5 lllh @Za/www lug Jan. 17, 1950 J. H. BOOTH 2,494,738

STEERING GEAR Filed March 26, 1947 a 6 Sheets-Sheet 6 m E 2172-5272017 Si dfi/Mis 50a/W Patented Jan. 17, 1:9450

UNITED STEERING GEAR .lames H. Booth, Detroit, Mich., assignor to Thompson Products, Inc., Cleveland, Ohio, a

corporation of Ohio Application March 26, 1947, Serial No. 737,265

(Cl. i4-785) 15 Claims. l

This invention relates to a variable gear ratio drive for steering assemblages of dirigible vehicles.

There has been a long recognized need in the automotive industry in general, and in the heavy truck industry in particular, for a steering mechanism which would permit the selective adjustment of the effective gear ratio between the steering wheel and the dirigible Wheels of the vehicle. Constructions heretofore known and utilized have not been satisfactory either from the standpoint of safety, in that they did not provide at all times and under all conditions a positive driving connection between the steering wheel and the dirigible road wheels of the vehicle, or that auch known. devices were complicated` expensive to manufacture, were large and cumbersome in overall dimensions and weight, and could not be readily applied to existing vehicles without necessitating a complete rebuilding of the entire 1 steering mechanism.

A feature of this invention is the provision of a variable gear ratio device readily insertable in the steering linkage of a dirigible vehicle which is of rugged construction, completely dependable in operation, and particularly, which will provide a positive driving connection between the steering wheel of the vehicle and its dirigible road wheels in any of the selected gear ratio conditions, as well as during the shifting operation involved in changing from one gear ratio condition to another selected condition.

A urther feature of this invention is the provision of a variable gear ratio mechanism for vehicle steering systems which may be inserted between the steering shaft and the steering gear box of conventional steering systems and is of such extremely compact construction that it may be completely included in a moderate size housing forming a concentric enlargement of the housing generally provided for the steering shaft.

1n accordance with this invention, the variable gear ratio mechanism is completely housed within a cylindrical housing which surrounds both the end of the steering shaft and the end of an input shaft member for the steering gear box of a conventional steering linkage. Such shafts are coaxially arranged and are interconnected by a planetary transmission which is concentrically disposed about the common shaft axis. A clutch and an axially spaced brake are provided which are also conoentrically disposed Aabout the shaft.

4and the gear box input shaft. The brake i-s selecfifi tively operable to effect the connection of the ring gear of the planetary transmission to the stationary housing. The resulting braking action on the ring gear by the movement or the brake to its engaged position is utilized to produce a displacement of the shiftable control member for the clutch which effects the disengagement of the clutch and thus permits the steering shaft to drive the gear box input shaft at a reduced gear ratio through the elements of the planetary transmission.

Accordingly, it is an object of this invention to provide an improved variable gear ratio steering assembly.

Another object of this invention is to provide a steering mechanism with a planetary gear tran-smission controllable under the will of the operator to provide any one of a plurality of effective gear reduction ratios between the steering column and the steering linkage.

A further object of this invention is to provide a variable gear ratio steering assembly for auto- `motive vehicles characterized by the maintenance of a positive driving connection between the steering column and steering linkage in any of the selectable gear ratio conditions and during shifting operations between selected gear ratio conditions.

A particular object of this invention is to provide a variable gear ratio steering assembly of compact, yet rugged construction which may be readily inserted between the steering column and steering gear box of existing vehicles and which may be conveniently housed in a slightly enlarged housing element formed substantially as a concentric continuation of the conventional housing of the steering column.

A still further object of this invention is to pro- Vide an improved automotive vehicle steering mechanism having a planetary transmission which is controllable by the selective operation of clutch and a brake to produce either a high or low effective ratio between the steering shaft and steering linkage of the vehicle.

The specific nature of the invention as well as other objects and advantages thereof will be apparent to those skilled in the art from the following detail description of the annexed sheets of drawings, which, by way of preferred example only, illustrate one embodiment of the invention.

On the drawings:

Figure l is a sectional View taken along a diametral plane of a variable gear ratio steering assembly embodying this invention, showing the the inner end of 'shaft lea.

gli: elements thereof in their positions for high gear ratio steering.

Figure 2 is a transverse sectional view taken along the plane II-II of Fig. l.

Figure 3 is a transverse sectional View taken along the plane III-III of Fig. 1.

Figure 4 is a transverse sectional View taken along the plane l'V-IV of Fig. l.

Figure 5 is a partial longitudinal sectional view taken along the plane V-V of Fig. 2.

Figure 6 is an end elevational view of the ball carrying plate of the shifting mechanism utilized in the assembly of Fig. 1. v

Figure 7 is an end elevational view of the cam plate which cooperates with the ball carrying plate of Fig. 5.

Figure 8 is a transverse sectional view taken along the plane VIII-VIII of Fig. 7.

Figure 9 is a diagrammatic view illustrating the assemblage of the variable gear ratio mecha- -nism in the conventional steering linkage of an automotive vehicle.

Figure 10 is an enlarged scale, partial sectional view taken along the plane X-X of Fig. 9.

Figure 11 is a partial-elevational view illustrating Ythe connection of the control cable to the manually operable control lever.

Figures 12 and 13 are enlarged scale, partial sectional views-illustrating the method of assembling and preloading of the locking plate and its spring support.

Figure 14 is a View similar to Fig. 1 but showing the elements of the steering assembly in the positions occupied for low gear ratio steering.

As shown on the drawings:

Referring to Figs. 1 and 14, it should be noted that all of the essential elements of a variable gear ratio steering assembly embodying this invention may be conveniently housed within a generally cylindrically housing lil. As best shown in Fig. V9, the housing l5) may be conveniently inserted between the lower Iend of the conventional steering column shaft l2 and the upper end of a conventional steering gear box I4. In such position. the housing iii effectively constitutes an enlarged continuation of the 'tubular housing l5 which is conventionally provided in surrounding relationship to the steering column shaft l2.

The housing It may be conveniently formed by assembly of vtwo half portions Illa and lb which arejoinable upon a plane perpendicular to their axis and secured together by suitable bolts EDC .passing through integral flange portions llld formed at their mating surfaces.

Each of the housing half portions are of generally cup-shaped configuration and have central openings Ille and lbf, respectively, in their base portions. Housing half Iiib has an axially inwardly extending annular hub portion lily. A steering shaft E20. is mounted in housing lil and has one end portion thereof journaled in a suitable bearing lh provided in housing aperture Ille. A gear box input shaft lila extends into the other end of housing i, having its Outer end journaled in a suitable bearing lily' provided in housing aperture [Elf and its inner end journaled in bearing ldlc mounted in hub Ilg. The inner ends of shafts I2a and llia provide mutual support for each other by being telescoped together. In the particular arrangement illustrated, a reduced diameter end portion l2?) of steering shaft l2a projects into a counterbore llb provided in A sleeve bearing I8 is mounted between the telescoped shaft portions 'e while a ball type thrust bearing 2t is disposed beitween the end faces of the coaxially mounted shafts i2a and lila.

As best shown in Fig. 10, the end portion of steering shaft 12a which projects out of housing i0 is rigidly secured to steering column shaft I2 by a suitable coupling 22. The projecting end of gear box input shaft Ella is, of course, connected to the mechanism within gear box ifs in conventional manner. As will be recognized by those skilled in the art, gear box Hl includes suitable reduction gears which translate the rotation of input shaft lila into a pivotal movement of a pitman arm 2li. Pitman arm 2li is connected by any desired form of conventional steering linkage to a dirigible road wheel 26 of the particular automotive vehicle, such as through drag link te and steering arm 29. Tie rod bracket Se and a suitable tie rod (not shown) are of course provided to produce concurrent steering movement of the opposed vehicle wheel (not shown).

Adjacent the innermost Vend of steering shaft l2a, a sun gear 32 is integrally formed on such shaft. The innermost end of gear box input shaft Mia is provided with an enlarged integral spider portion l 4c which supports a plurality of circumferentially spaced shafts 3d, each of which carries a planet gear 3@ meshing with sun gear 32. An annular, generally cup shaped clutch housing 39 is mounted in surrounding relationship to shaft l2a with the base portion thereof immediately adjacent sun gear 32 and provided with suitable circumferentially spaced apertures t@ 'journal the other ends of planet gear shafts Sil. As best shown in Fig. 5, clutch housing `39 is rigidly secured to spider portion lllc by a plurality of circumferentially spaced bolts il which are located intermediate the positions of planet gear shafts 34. A ring gear housing 38 is provided which is of annular configuration, having a small diameter hub .porti-on 38a which is rotatably journaled on the exterior of shaft lila by a bearing 3l. A large diameter annular portion 3&1) of housing' 38 has walls of substantial thickness. On the inner pe ripheral surface of such walls, gear teeth 33o are provided which surround and mesh with the planet gears 35. Hence a planetary gear transmission system is formed between steering shaft l2a and gear box input shaft la wherein the steering shaft is connected to the sun gear of the planetary system and the input gear box shaft is connected to the spider of the planet gears of the system.

As will be recognized by those skilled in the art, such planetary transmission readily permits the attainment of a plurality of effective gear ratios between the steering shaft and the gear box input shaft. In accordance withthis invention, ltwo such gear ratios are provided.- In the low gear ratio condition, the box input shaft 54a is effectively directly coupled to a steering shaft 12a. In the high gear ratio condition, the

'ring gear is retained against rotary movement and the gear box input shaft 'lia is then driven by the steering shaft 2a through the sun gear 32 and the planet gears 3G.

To obtain the low gear ratio condition, a clutch unit lll is provided. As has already been mentioned, the clutch housing provides support for the planet gear shafts 3d. Longitudinally extend ing keyways i2cyand 39d are provided respectively in the exterior surface of steering shaft 92a and the interior wall surface of clutch housing 39. A stack of annular clutch plates l2 are then disposed between clutch housing 39 and shaft l2a in conventional manner, alternate plates 42 having internal key portions 42a engaging in shaft keyway I2C and the remaining plates 42 having external key portions 42h engaging in housing keyway 30a. An annular compression plate 44 is mounted adjacent the end face of the stack of clutch plates and a plurality of circumferentially spaced springs 45 are provided to normally maintain the clutch plates 42 in irictional engagement. Springs 5B operate between the outer end face of pressure plate 44 and the inner surface of an annular spring mounting plate 4B. Bolt-like spring guides 45a. are preferably provided, having their shank portions respectively pressed into suitable apertures in the pressure plate 4a and support plate 48 to position them in opposed alignment. Support plate 48 is in turn backed up by a lock ring 49 secured to steering shaft I2a. Clutch unit 4U is substantially enclosed by a clutch housing member l). Clutch housing member 5@ is of cup-shaped configuration having a bearing 50h in its central hub portion journaling such housing on the shaft l2a. The end face of the annular side wall of outer clutch housing til abuts an axially projecting liange portion 38d of ring gear housing 3e and is rigidly secured thereto by suitable bolts Elle. Hence the outer clutch housing 5o is co-rotatable with the ring gear 38o.

From the foregoing description, it is apparent that the clutch element 4t is normally maintained in an engaged position by the springs 4S and hence the planet gears 36, ring gear 38e, and sun "gear 32 are all normally locked together for corotation, thereby providing positive direct coupling of steering shaft l2@ to gear box input shaft 14a.

The clutch unit 4D may be actuated to a disengaged or uncoupled position by axial movement of the pressure -plate 44 to the left as viewed in Figure l, against the bias of springs 4B. To accomplish such axial movement, an annular operating member 52 is provided which is disposed between the interior Walls of outer clutch housing 5U and the exterior walls of inner clutch housing f 39. An integral, inwardly projecting radial flange portion 52a of operating member 52 transmits axially directed forces from a plurality of axially movable vplungers 54. The plungers 54 are axially slidably mounted in ring gear housing 38, and, as will be described later, are utilized to transmit an axially directed force to the pressure plate 44 of the clutch unit 40 to actuate such clutch unit to a disengaged or uncoupled position. To reduce friction between the operating member 52 and the abutting ends of plungers 54, an annular thrust bearing 52h is provided therebetween.

To obtain the high gear ratio condition lbetween steering shaft l2a and gear box input shaft |4a, a brake or coupling unit El) is employed. A housing member t2 is provided for brake unit E0 having an axially projecting flange'portion 62a surrounding a portion of the periphery of ring gear housing 38 and keyed thereto as by having internally projecting ribs 62h engaging in external key slots 38d (Figs. 2-4). Ribs 62h are smaller than key slots 38d to permit a limited degree of rotation of ring gear housing 3-8 with respect to brake hou-sing 62. Such housing 62 is further provided with a central bearing hub portion 62e which is suitably journaled on the periphery of shaft Illa by a bearing 63. Brake housing 162 also defines an annular, axially projecting brake support ange `62d which is provided with a plurality of peripherally spaced longitudinal keyways 62e in its interior surface. Hub portion Illy is provided with longitudinal keyways I3 and hence a Iplurality of annular brake disks 64 may be mounted between hub illy and support flange 62d and alternate plates secured respectively to such elements by virtue of engagement of integral key tabs 64a and `64b respectively with keyw-ays 62e and i3. A11-annular pressure plate E6 is provided surrounding the hub lg and arranged to abut the end face of the stack of disks 64 toapply an axial pressure thereto to eilect the coupling or engagement of the brake disks. Pressure kplate 66 is secured in axially spaced relationship to an annular operating member 68 by a plurality of bolts 68a and surrounding springs 68h. The normal axial position of operating member -68 is such as to maintain pressure plate ES out of engagement with brake disk E4 as shown in Figure l, so that the brake unit 60 is n-ormally in an uncoupled or disengaged position. Brake unit 60 may, however, be placed in a coupled or engaged rposition -by an axial shifting of the operating Inember 68 toward the left as viewed in Figures 1 and 14.

In accordance with this invention, the shifting of operating member B8 to effect the coupling of lbrake unit Ell is manually controlled, such as `by the provision of a shifting mechanism lll. As shown in Figures 6 through 8, shifting mechanism l0 comprises an annular plate 'lila (Figure 6), journalled on hub log, which is suitably recessed to mount a plurality of ball elements 10b for rotation about circumferentially spaced, radial axes. Plate lila is also provided with an integral radially projecting fork portion 'lllc which, as will be later described, receives an operating part from a manually controlled linkage. A cam plate 10d (Figure 7) is provided which comprises an annular member mounted on hub lg immediately adjacent to ball carrying plate 'Illa and having a plurality of recesses 'ille in its end. face in which the ball elements 'Hlb are normally received. Cam plate 10d is rigidly secured to operating member 68 as by bolts Nif.

When the shifting mechanism 10 is assembled within the casing lll, the balls 10b of the ball carrying plate 'Illa abuts against a washer Il, which in turn abuts against radial end wall lm of the casing Ill. When the balls lilb are in engagement in recesses 'Ille of stationary plate 10d, there is suiiicient axial play in the assembly s0 that no axial force is imparted to the plates 64 of the brake unit El). When the ball carrying f plate "lila, however, is rotated so as to move the balls lb out of recesses 10e in the cam plate 10d, an axial shifting of the entire assemblage is produced sufficient to force the pressure plate 66 against the brake disks 54 to eiect the frictional coupling of such disks. Therefore, the ring gear 38e is, in effect, coupled to a stationary member of the assemblage which is the internally yprojecting hub portion Ig of housing part lllb.

Rotational shifting of ball carrying plate Illa of the shifting mechanism lll may be manually accomplishedin any convenient manner., such as by a crank 'l2 which is journaled in the end Wall of housing part Illb and has an oiTset arm 12a carrying a roller 12b which is engaged in the opening between the fork-like projections 'lllc of the ball carrying plate 10a. The shaft portion 12e of crank Al2 which projects exteriorly of housing Ill has a crank arm 'F4 secured thereto which, as best shown in Figure 1l, is in turn connected through alinkage 16 to a manual control cable escapes i? 78. As will be understood byithose skilled inthe art, control cable lili` may conveniently' extend to amanual operating knob (not shown) on the dash board or other convenient location in the vehicle.

From the foregoing description-it is obvious thatlthe actuation of the brakeunit 6U to coupled position must be concurrently accompanied by actuation of clutch unit is to uncoupl'edLcondi-I tion` in order toeiectively changethe-gear ratio of thesteering assembly from lowtoa highgear ratio condition. Such concurrent operation of the-units Si?. and it is accomplished in accordance with this invention by the cooperation of a cam plate 85 carried by-bralre housing'SZ with cam follower rollers Elia journaled in bifurcated arms .5% of the plungers 5d, @am plate til is an annular member which is mountedI within the axially projecting flange portion 62aof brake housing 62. Cam plate di? is corotatable with brake housing 612 by virtue of the engagement of housing ribs 62h in key slots Sta (Fig. 3) provided on the periphery of the cam plate. rThe faceV of cam platev Sli disposed4 adjacent' the plungers ilfi-isprovided with a plurality of spacedV cam tracks 8Go of varying axial displacement. Such cam track may conveniently comprise a V-shaped indenta tion in such face of cam plate 89. Inany event, the cam track iiic is so shapedas to produce an axial displacement of the follower rollers 54a when ring gear housing 32 rotatesin either di rection relative to cam plate 90, hence relative to brake housing 52.

In the low gear ratio condition o1 the mechanism, the brake unit llt' is coupled While the clutch unit 6B is uncoupled, hence the brake housing 52 is rotated Withthe ringgear housing 38 by virtue of a driving connection providedby the engagement of the camy follower rollers-'Ella in the cam track recesses Ede. Upon the actuation of brake unit to its coupledY condition, the cam plate til isimmediately retarded, if rotating, or, if stationary, is iccked in` a stationary position along with the brake housing 52. Hence when the steering shaft E251 is rotated, the ring gear housing will rotate relative to the cam plate Ell and the resulting movement will force the plunger-s 54 axially toward the left as viewed in Figures l and le and effect the immediate uncoupling of clutch unit iii?.

As was previously mentioned, the l ey-like ribs 62h provided on the brake housing t2 are of subn stantially smaller peripheral extent than the ring gear housing key slots 3802 (Figure 4). Hence the ring gear housing 33 is permitted to rotate with respect to brake-housing 62 and vcam plate 3B a sufficient angular distance to insure the axial displacement of the plungersV 5'4 to operate clutch unit llt to its uncoupled position.

With the mechanism thus far described, the steering assembly would not remain continuously in the high gear ratio condition inasmuch as a reversal in direction of steering would cause-the cam i'ollower rollers 56m to retrace their paths on cani plate 8d, returning to the deepportion of the cam tracl recesses Btc and then rideup the side Walls of such recesses in the opposite direction. This, of course, effects first a coupling and then uncoupiing of clutch 4B. Such condition would be veryundesirable for it would mean that at least a small portion of the time both units 4i! and 60 would be coupled and hence the turning effort required would be so great as to be imprac tical.

To lock the variable ratio mechanism inthe high gear ratio=condition, a V,plurality of .locking elements. 90 areprovided. As shown in Figure v3, locking elements 90 are of segmental annular conguration and are'rigidly secured to cam plate 8i) but axially spacedy therefrom by spring elements 92. The end faces of theA locking elements il are thuspositioned closely adjacent to the: end wall of ring gear housing 38 and the opposedy surfaces of these members are provided with serrations 50a and 381 respectively which aremutually interengageable when the cam plate 8i) is axially advanced toward the ring gear housing 38.

As best shown in Figures 12 and 13, the spring elements S2 accomplish the additional function ofipermitting a highly accurate adjustment of the axial position oi the locking elements 90 to be obtained. A plurality of studs 94 are suitably secured in the end face of the cam plate 30 Vand the threaded end 94a of each such stud projects through a suitable aperture Qb provided in the adjacent locking element 9u. The spring 92 is of leaf typeghaving a generally S-shaped cross section, and opposite ends of the spring are respectively rigidly secured to the opposed faces ci' cam plate and locking element 90. Hence the tightening of nuts 94h on the studs 94 will not only preload the springs92 but also permits a very accurate adjustment of the axial position of the locking element 9! with respect to the cam plate 8i?. As will be seen. later, such adgustlnent permits accurate regulation of the timing of the locking engagement'of the lock elementsil with thering gear housingr 38.

The locking elements Silzare axially shifted-inter engagement with ring gear housing 38 in-tim'cd relationship to the operation of the-units 40- and Sil. A plurality of plungers s6 are suitably mounted inv'bralrehousing 62 for axially slidable movement thereinand adjustable Contact bolts 96a areprovided the'outer ends of the plungers 9B and disposed in the path of an integral ange @Sd provided on brake operating member 68. Thev spacing between brake operating member flange and the contact bolts 96a is adjusted r so that when operating member 68 is initially axialiyV shifted, the brake unit is rst placed in coupling condition and there is no uncoupling of' clutch unit fifi unless torque is imparted to the input shaft i2a, causing the roller'54a to climb the-ramp face Bild. yIf no torque is applied to shaft lia, further axial movement'of member S8 shifts the plungers 9B axially, which in turn shifts camA plate Sfiaxially to uncouple clutch iii-and ccncurrently'shifts the locking elements d axially into engagement with the adjacent serrated surface of the ring gear housing 38. Hence the clutch 4'!) isruncoupled and ring gear housing 3d is rigidly locked to the clutch housing 'fand? therefore maintained stationaryl whether ornot torque is applied to shaft l2a solong as themanualA control linkage maintains the shifter elements lin their axially expanded position. With the ring gear 33o stationary, a high gear ratio transmission is established between steering f shaft 12a and gear box input shaft Ida and such highgear ratio connection is maintained inde pendently of the direction of rotation of steering shaft |2a.

To restore the low gear ratio transmission between steering shaft I2aand gearbox input shaft Elia, the manual control linkage is manipulated to operate the shifter mechanism 'l0 to its axially retracted position. During the initial return movement of brake'plate 68, brake 60 remains coupled but the clutch springs 46 and the spring elements 92 axially retract cam plate `8l! and plungers 96. Thereupon the locking elements 90 are axially shifted out of engagement with ring gear housing 36. The axial force exerted by `clutch springs it forces cam follower rollers 54a to ride into the deepportions of the cam tracks 80e, shifts cam plate 8D and thereby releases the uncoupling axial pressure on pressure plate 44, whereupon clutch unit 4U returns to its coupled condition under the bias of springs 46. Thereafter, clutch springs 68h effect the uncoupling of brake 60. Hence on the return to the low gear ratio condition, the clutch 4U is engaged before the release of brake G0.

However, even in the brief period when both clutch 4l) and brake B0 are coupled during the gear changing operation, the application of torque to steering shaft Iza will uncouple clutch 4D by rollers 54a riding up ramp surfaces 80e. Hence, steering may be effected during this period and locking of the wheels never occurs.

It should be particularly noted that in addition to its functional advantages, the described construction permits all of the elements of the variable ratio steering assembly7 to be completely enclosed and to be lubricated by operation in a bath of oil. Suitable seals indicated at 98 are provided to prevent leakage of oil to the exterior of casing Ill or into the hollow bores of steering shaft Iza or gear box input shaft Ida. Long life, as well as ease and reliability of operation, is thereby assured.

The described construction not only permits convenient manual selection of the effective gear ratio of the steering assembly but also insures that, under all conditions, a positive drive exists between the steering shaft lZa and the dirigible wheels 2E of the vehicle. There is therefore no opportunity, or combination of operating circumstances, under which the steerable Wheels of the vehicle are not under the control of the steering shaft.

It will, of course, be understood that various details of construction may be modified through a wide range without departing from the principles of this invention and it is, therefore, not the purpose to limit the patent granted hereon otherwises than necessitated by the scope of the appended claims.

I claim as my invention:

1. A. variable gear ratio steering assembly comprising a steering shaft, a steering linkage, a sun gear positively connected to and driven by said shaft, a spider positively connected to and driving said steering linkage, planet gearsY rotatably mounted on said spider and meshed with said sun gear, a ring gear meshed with said planet gears, a first means operable to connect said spider to rotate with said sun gear and effect turning of said steering linkage at the speed of. said steering shaft when said steering shaft is turned in either direction, a second means operable to prevent rotation of said ring gear and cause said planet gear and spider to rotate relative to said ring gear and effect turning of said steering linkage at a reduced speed upon turning of said steering shaft in either direction, and selectively operable means interconnecting said rst and second means for operating only said first means or only said second means at any one time, whereby a positive driving connection is always maintained between said steering shaft and said steering linkage while the gear ratio therebetween is selectively changeable.

2. In a dirigible vehicle having a steering shaft and a steering linkage, the improvements lof a housing surrounding the end of said steering shaft, an input shaft for said steering linkage projecting into said housing coaxially with said steering shaft, a sun gear positively connected to and driven by said steering shaft, a spider positively connected to and driving said input shaft, planet gears rotatably mounted on said spider and meshed with said sun gear, a ring gear meshed with said planet gears, a rst means operable to connect said spider to rotate with said sun gear, a second means operable to prevent rotation of said ring gear, and selectively operable means interconnecting said first and second means for operating only said first means or only said second means at any one time, whereby a positive driving connection is always maintained between said steering shaft and said steering linkage during either direction of rotation of said steering shaft while the gear ratio therebetween is selectively changeable.

3. A steering assembly for dirigible vehicles comprising a steering shaft, a steering linkage having a rotating input member, a planetary transmission connecting said steering shaftand said input member, a clutch operatively connected between said steering shaft and said input member, resilient means urging said clutch to an engaged position to normally maintain said steering shaft and said input member directly coupled, a brake operatively disposed between a stationary member and one of the gear elements of said planetary transmission, a control lever for selectively engaging and disengaging said brake, and means interconnecting said clutch and brake for shifting said clutch to a disengaged position only when said brake is engaged including means operable by torsional movement of said steering shaft when said brake is engaged, to release said clutch, whereby a driving connection is always maintained between said steering shaft and said linkage and the gear ratio therebetween is changeable by manipulation of said control lever. i

4. A variable gear ratio steering assembly com prising a steering shaft, a steering linkage, a sun gear positively connected to and driven by said shaft, a spider positively connected to and driving said steering linkage, planet gears rotatably mounted on said spider and meshed with said sun gear, a ring gear meshed with said planet gears, a clutch operatively connected between said spider and said steering shaft, resilient means urging said clutch to an engaged position to normally maintain said steering shaft and said spider directly coupled, a brake operatively disposed between a stationary member and said ring gear, a control lever for selectivelyengaglng and disengaging said brake, and means interconnecting said clutch and brake for shifting said clutch to a disengaged position only when said brake is engaged including means operable by turning of said steering shaft to release said clutchupon the application of said brake, whereby a driving connection is always maintained between said steering shaft and said steering linkage and the gear ratio therebetweenis changeable by manipulation of said control lever.

5. A steering assembly forA dirigible vehicles comprising a steering shaft, a steering linkage having a rotating input member, a planetary transmission connecting said steering shaft and said input member during either direction of rotation of said steering shaft, a clutch operatively connected between said steering shaft and said enseres '11 input-member, said 1. `cluteh including 1 an axially 'shit-table operating member; resilient means urging-said operating member to a clutch engaged position-to normally fmaintain said. steeringshait 'and' said input meinberfdirectly coupled, a sta- `tionary member, a brake r.operatively disposed 'between said.stationaryrmemberandone o1 the fgearielementsoi said .planetary transmission, said brakealso .havingianf axially shiftable operating member, resilient `Vmeans 'normally urging said flast f mentioned operating nember to a brake freleased position,va'fcontrol lever for selectively shirtingisaidlast mentioned loperatiing member to'abrakeuengagingfvposition, and means operablebythe braking eiect of said Abrake on saidgear element for shifting said first mentioned operating member to disengage said clutch.

1:6. -Azvariable ratio steeringtransmission com- -p'rising va steering shaft, a sun gear on said shaft, `a-spider carrying planetgears'meshed with' said sun gear, clutchmeans normally coupling said spider and'said-'steering shaft. a sh'itable control :memberforzdisengaging said clutch means, a ring 'gearrmeshed with said planet gears, la rotatable Iplate.dening.a'carr1.ftraok, av cam 'follower shiftably mounted in said ringgear, said cam'folflower `having one'portion normally engaging said cam track and another portion operatively con.- `nected'.tosaidfshiftable clutch control. member, and-means for selectivelyabraking the rotation oi saidring gear, thereby :producing a displacement oifasaidcam kfollower' to disengage said Vclutch 'meansand vary thegear ratio between said steering'shaft and said spider.

,7. fA variablesgear ratio steering assembly comprisingod driving shaft, a driven shaft, a'planetary transmission interconnecting said shafts including 2a vsun .gear connected with one of' said shafts, spider supported planet vgears meshing with said-sun gear-:and connected `with the other offsaid shafts, and'a ring gear meshing with said planet gears, means'for releasably coupling saidlsunf-gear 'andsaid pla-net gear spider vfor cio-rotation, including anfaxially shiftableoperating member spring-urged to its coupled position, whereby said"driving and 'driven shafts are normally coupled'for Yco--rotation, a stationary housing-"surrounding v.said transmission, a cam -platerotatably mounted adjacent said ring gear, Vaxially 1varying cam-surfaces on saidcam plate, axially 'shiftable plungers ymounted in said ring gear having one end thereof respectively abutting saidxeam surfaces'. and" the other end operatively :connected "to said'operating member, rwhereby .said .cam` platenorrnally rotates with said-ring `gearfand'exerts'ncteffeet on'said operating member, afbrake operatively connected-between. said cam :plate and' said stationary-housing, manu- -allyoperable 4rneans'for selectively actuating said brakeltocouple saidcam plate to said housing,

wherebysaid'ring gear'rotates relative to said 'cani-'plate to Ashift said'plungers to `move said ,operating-memberto its uncoupled position, and vmeans for lockingsaid cam plate to'said ring geaissubsequent'tothe aforesaid shifting of said plungers.

Af8. "Avariable gear ratio steering assembly comprising'a driving'shafta driven shaft, a planetary Itransmission interconnecting vsaid shafts -including asungear connected with one of' said'shafts;spider-supported planet gears meshing with `said sun gear and yconnected with the other of said shaft-ts, andA a ring gear meshing with 'said planet. gears, means' for releasably 'coupling said sun gearvand'sai'dplanet gear spider 'for I2 co-rotationtincluding an; axiallyashitablei oper-- atingffmeiiiber: springurgedftoits coupledy position, -wherebyfsaidfdr-iving andl driven shafts are normally-coupled Ifor coe-rotation, 'a stationary hous'mg tsurrounding n saidtransmission, a `cam :plate'rotatably niountedzadjaeent said ring-gear, axially 'varyingfcam fsurfaceson said cam plate, aiiial'lyrshiftablexplungers mounted in said ring gearihaning :one 4,endlthereoi respectively abutting Saidcam. surfaces fand thefother end operatively connected to #said I foperating rinember, .whereby said =carn3piate@normally :rotates with said` ring geairandezrerts nof effect on said operatingmember, a brake operatively:connected:between said cani plate.: and said l stationary. housingpnianually Aope able fior 1:selc-rctively actuating said Abraise to couple v saidxcam'plate 'to saidA housing, whereby :said ringagear rotates r relative to said cam 'platetto kshiit said' plungers Ato Vrnove said operating member 1' toits .fnncoupled position, a serrated surfaceson` saidrring gear, a `serrated loelring'member secured'to 'said cani plate :and .disposewad @cent.saidfringgear-,and for {movi-ng said docking -f1nernher :into :engagement .with said ring f serrated surface'v subsequent tolthefaioresaidshiftingof saidplungers; thereby .locking said-ringgear fto saidcanr plate.

9. i AAA variable gear frati@ steering device corri -prisinga-.driving steering:niembe1,a driven steering' member, selectively operable plural speed reductioncon-necting said-driving steering member with said driven steeringsmeinbera-nd providing-.a reverselyfoperable Vhigh andk low-gear reduction between said' driving-:and driven'iniemlbers,-.clu-toh means-locking theA assembly in high gear, brake Imeansloclingtl'le-assembly'irl low gear, AVand fzmeans @interconnected between said clutch-fand ibra'ke means Ifor operatingv said v clutch and saidhrake-means to release -onefandtthen engage `zthe other without -ever simultaneously releasing .both when .cha-nging-.V Yfrom low" tof-high gear and from high to low gear,

.10. `Inavariable ratio steering transmission, .drivingshaft-.acoaxiall drivenshat, a sungear con-nectediwitheone"of said aspider connected with' the @other or said shafts; a planetary gear-carriedby said spider'andineshingv ,.th said sun gearaa ringrgear ineslfiingfwitnsaid'pianetary gear, a clutch connecting said shafts to Aturn together at the samer speeds, spring --means "for engaging nsaid .clu-tc'hf abrake'adapted to hold said ring gear from rotation; aplatehaving a cani .track-thereon, afaollowerengaging said earn track and: having `operative connection Twith said clutch `to ydisengagesaid clutchy upon the cation ci said brake/fand: upon relativew moi/ern 'et oi said driving shaft-with respect to'said ine. l selectively operable to apply'said brake ,nd axially-move said plate in `a direction to disengage said-clutoh regardless of relative movement between-saiddrivingfshaft and plate.

ll. :In :a variable ratiosteering sion, driving shaft, .a coaxial. 'driven' shaft, a sun .gear connected-with one of saidshafts, spider connectedrwith the other'of said shafts, ane- `tary gearfcarriedbysaidspider and meshing with said sun'igean a ring .gear .1 meshing th said .planetary'gean a clutch connecting said spider to-rotate with'said driving shaft, 'spring means for engaging saidclutch,Y abrake for holding-said ringfgearfmm rotation, la plate having a cam track onv one face thereof, a'cam follower engaging -said cani track and having operative connection with said clutchtodisengage said clutch Vupon:the:applicationx offsaid brake and upon relative movement of said driving shaft with respect to said plate, means selectively operable to apply said brake and axially move said plate in a direction to disengage said clutch, and other means moving with said plate for engagement with said ring gear, to hold said ring gear from rotation and prevent turning of said ring gear upon torsional movement of said driving shaft in a direction to move said follower off said cam track.

12. In a variable ratio steering transmission, a driving shaft, a coaxial driven shaft, a sun gear connected with said driving shaft, a spider connected with said driven shaft, a planetary gear carried by said spider and meshing with said sun gear, a ring gear meshing with said planetary gear, a clutch connecting said spider to rotate with said driving shaft, spring means for engaging said clutch, a brake for holding said ring gear from rotation, to effect driving of said driven shaft at a reduced speed, a plate having a cam track thereon, a cam follower operatively connected with said clutch and engaging said cam track to disengage said clutch upon the application of said brake and upon relative movement of said driving shaft with respect to said plate, means selectively operable to apply said brake and to axially move said plate in a direction to disengage said clutch, a locking member held from rotation by said brake, yieldable means connecting said locking member to said plate for axial movement therewith, said locking member having a portion engageable with said ring gear in locking engagement therewith upon movement of said plate toward said ring gear, to hold said ring gear from rotation upon the application of said brake but prior to axial movement of said plate a distance suflicient to positively disengage said clutch and to prevent disengagement of said clutch upon turning of said driving shaft in a direction to move said follower ofi' the cam surface on said plate.

13. In a variable gear ratio steering assembly, a driving shaft, a driven shaft, a sun gear on one of said shafts, a spider connected with the other of said shafts, a planetary gear carried by said spider and meshing with said sun gear, and a ring gear meshing with said planetary gear, clutch means selectively operable to connect said ring gear to rotate with said driving shaft and provide a direct drive connection between said driving and driven shafts, brake means selectively operable to hold said ring gear from rotation upon release of said clutch means, to provide a reduced drive connection to said driven shaft through said planetary gear, means operable to apply said brake means, other means operable to release said clutch means after the application of said brake means and upon relative movement of said driving shaft with respect to said brake means in one direction, and means to prevent the engagement of said clutch means upon the initial application of said brake means and the turning of said drive shaft in a direction reverse to that required to release said clutch means, including a member held from rotational movement by said brake means and movable into engagement with said ring gear.

14. In a `variable gear ratio steering assembly, a driving shaft, a driven shaft, a sun gear on one of said shafts, a spider connected with the other of said shafts, a planetary gear carried by said spider and meshing with said sun gear, and a ring gear meshing with said planetary gear, clutch means selectively operable to rotate said ring gear with said driving shaft and to provide a direct drive connection between said driving and driven shafts, brake means selectively operable to hold said ring gear from rotation upon release of said clutch means and to provide a reduced drive connection to said driven shaft through said planetary gear, means operable to apply or release said brake means, a cam plate operable to release said clutch means after the application of said brake means and upon relative movement of said driving shaft With respect to said brake means in one direction, and means operable to prevent the engagement of said clutch means upon the application of said brake means and the turning of said drive shaft in a direction reverse to that required to release said clutch means including a locking member held from rotation by said brake means and movable into engagement with said ring gear, to positively hold said ring gear from rotation with respect to said brake means.

l5. In a, variable gear ratio steering assembly, a driving shaft, a driven shaft, a sun gear on one of said shafts, a spider connected with the other of said shafts, a planetary gear carried by said spider and meshing with said sun gear, and a ring gear meshing with said planetary gear, clutch means selectively operable to lock said sun, planetary and ring gears to rotate together and rotate said ring gear with said driving shaft and drive said driven shaft at the speed of the driving shaft, brake means selectively operable to hold said ring gear from rotation upon release of said clutch means and to provide a reduced drive connection to said driven shaft through said planetary gear, means operable to apply or release said brake means, a cam plate means engageable with said cam plate and operatively connected with said clutch to release said clutch means after the application of said brake means and upon relative movement of said driving shaft with respect to said brake means, and means operable to prevent the engagement of said clutch means upon the application of said brake means and the turning of said drive shaft in a direction reverse to that required to release said clutch means including a locking member, yieldable means connecting said locking member to said cam plate, to move into locking engagement with 55 said ring gear upon axial movement of said cam plate toward said ring gear.

JAMES H. BOOTH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 2,209,120 Hoffman July 23, 1940 

